Fuel-feeding system



May 14,1929. I J b N 1,712,492

FUEL FEEDING SYSTEM Filed Jan. 1924 2 Sheets-Sheet May 14, 1929. DIENNER 1,712,492

FUEL FEEDING SYSTEM Filed Jan. 4, 1924 2 Sheets-Sheet 2 fnvenlor 71 J5knA.Diemzer H W K Altering/Q Patented May 14, 1929.

, UNITED STATES PATENT OFFICE.

JOHN A. DIENNER, OF CHICAGO, ILLINOIS, ASSIGNOR TO STROMBERG MOTOR DEVICES COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

FUEL-FEEDING SYSTEM,

Application filed January '4, 1924. Serial in. 684,427.

My present invention relates to fuel feeding systems of the character first disclosed in my prior application Serial Number 511,877, filed October 31, 1921.

.5 According to the present invention, I am the suction of the engine preferab y throug I intermittent pumping action caused by'suocessive starts of the internal combustion engine as by means of the electric starter or by hand cranking. The periods between such operation of the engine by outside power serve to permit fuel which is drawn up by suction to drop back by gravity and be trapped at a suitable point in the system for starting the engine under its own power.

I further propose, according to the present invention, to separate and conserve the vapor which is formed by the thermal pump in the action of pumping or circulating fuel. This may bedone in a closed part of thesuction system or it may be done under atmospheric pressure. In the first case, any excess of distilled or condensed vapor is automatically'drawn into the intake pipe of the engine whereas, according to the second mode, any excess of condensed vapor which may be formed automatically overflows into the float chamber" of the carburetor or other fuel chamber.

Finally, I propose by the present invention to combine with the above features of advantage, a liquid level gauge for indicatence characters indicate the same or like parts.

In the drawin s, Figure 1 is a diagrammatrc view, party in section, of a system embodying the invention.

Fi ure 2 is a similar diagram of a modified orm of the invention.

Figure 4 is a fragmentary view showing the connection between the float in the reservoir to the check valve for the pump which it controls. A

Figure 3 is a fragmentary view showing the modified form of pum ing chamber.

Figure 5 is a diagram 0 the system similar to the diagram ofFigure' 1 showing means for separating out and conserving vapors for starting purposes showing also the means by which successive attempts to start the engine may be applied to prime the carburetor. This diagram also illustrates the employment of a dash instrument board liquid level gauge.

Figure 6 is a fragmentary view of a system in which high level control of the pump is secured by governing the discharge of vapor into thereservoir.

Figure 7 is a diagram of a modified system in which the pump of my invention is to circulate liquid fuel and to distill oif a highly volatile fuel for starting purposes.

Figure 8 is an enlarged view of the control valve for discharging the contents of the starting chamber into the intake manifold of the engine.

Throughout the present specification, and claims, I intend to designate the main fuel tank which is employed at the rear of the automobile or other suitable source of liquid fuel supply as the tank and I shall refer to the igh level reservoir which feeds the float chamber of the carburetor by gravity as the reservoir.

Now, referring to Figure 1, in diagrammatic manner I have indicated the engine block 1, it being understood that this may be any suitable internal combustion engine operating on liquid fuel as is the case with the usual automobile engine. The engine 1 has a suitable exhaust pipe 2' which is connected to manifold pipe 2 for receiving the exhaust gases from the engine. The intake manifold-3 is of the usual or preferred construetion connected to carburetor 4 which has the air intake 5 and the usual floatpchanr ber 6 and main fuel nozzle 7. An idling fuel nozzle 8 is preferably placed at the to the main and idling nozzles 7 and ,8, an

additional or starting nozzle 10 which is placed above thethrottle so as to be capable of discharging fuel into the intake mamfold when the throttle valve 9 is substantially closed. Fuel is supplied to the float chamber 6 of the carburetor 4 from the mam tank 11 which is placed at the rear of the automobile and at a level below the carburetor. To ump'the fuel from the tank 11 to the float chamber 6 I employ an exhaust heat operated pump 12 which may be ofth e 09nstruction disclosed in my prior applicatlon above referred to. I have shown in the present case a pumping chamber 13which has a discharge pipe 14 leading from the bottom of the chamber 13 to the reservoir 15. In the present case I'have shown the pipe 14 as connected to the bottom of reservoir 15 but th1s is not necessary as said pipe may end at any suitable point in the reservoir 15. The chamber 13 has a pipe or bell 16 which extends into the same to a point adjacent the bottom but preferably slightly above the pipe 14. This enlarged pipe or bell is connected by an intake or suction pipe 17 through a check valve 18 to the interior of the main tank 11 by a suitable extension 19 which terminates near the bottom of the main tank 11 so that substantially all the fuel from main tank 11 may be drawn. The bottom of the reseron an enlarged scale in Figure 4. When the fuel is controlled.

level of li uid of reservoir 15 rises to the point of li ing the float 22 off of its normal support 26 the check valve 21 will be lifted from its seat with the result that the pumping impulses generated in the chamber 13 are ineffective to draw liquid from the main tank 11 and by this means the rate of pumping In order to insure that the pumping cham- ',ber 13 will be'suitably filled with liquid for starting the operation of pumping, I have provided a connection 27 between the top of the pump chamber 13 and the starting nozzle 10 t rough the manually controlled starting This check valve is. how-.

valve 28. This starting valve 28 is normally closed by a spring 30 which operates upon the operating stem 31. Said stem has a manual control in the form of a button 32. This button is preferably mounted on the dash 33.

The operation of the system is as follows:

Assume that the engine 1 is cold and that there is no fuel in the pumping chamber or reservoir 15. The operator pulls the button 32 to open valve 38 and operates the electric starter (not shown) to crank the engine 1'. Such cranking results in a relatively high suction in the intake manifold 3 since the throttle valve 9 is now closed. This high suction lifts fuel from the tank 11 through pipes 19, check valve 18, pipe 17, through chamber 13, pipe 27, through valve 28 and the fuel issues at the nozzle 10. Sufficient liquid for starting the operation of the device is trapped in chamber 13. Such issuance of fuel at the nozzle 10 produces a starting charge for the engine 1 and as soon as heated gases are discharged out of the exhaust pipe 2 the pump 12 immediately begins to operate thereby discharging fuel into the reservoir 15 where it runs by gravity to the float chamber 6. The throttle valve 9 may now be opened and the starting valve 28 closed and the system will proceed in due order.

When heat strikes the pumping chamber 13, it volatilizes a part of the fuel in the chamber and expansion of the vapor drives the liquid fuel out through the discharge pipe 14 past check valve 21 in the reservoir 15. As soon as the vapor reaches the lower end of pipe 16, a slug of fuel will issue out of the bottom of same and cause the condensation of the vapor to secure a suflicient degree of suction to fill the chamber 13. The contlnued pumping is designed to be slightly in excess of the demands of the engine 1 and when the chamber 15 is substantially filled, the float 22 displaces check valve 21 with the result that the pump 12 idles. raising no further fuel until the same is necessary.

Preferably, the check valve 21 is provided with a leak as by means of a small score or scratch upon its seat so that liquid fuel may run back by gravity at a limited rate so that in case the chamber 13 should be empty or only partially filled, this chamber will be filled by' gravity from the reservoir 15.

While I have shown the pump 12 as exposed to all of the exhaust gases from the engine 1 which pass out through the exhaust pipe 2, it is-to be understood that the amount ofJheat which is employed may be varied either by a by-pass or bv subjecting the pump to the exhaust from only a part of the cylinders... Instead of the high level control of discharge valve 21 I may employ a plain overflow back to the tank 11 or other suitable means. v

In F1gure 2, I have indicated a system in WlllCll the priming of the pump 12 is secured automatically and also in which priming of above. the pump. In thissystem, the pump-- ing chamber 13 has'a connection by way of the pipe 35 to a small chamber or liquid trap 36 which contains a float 37, governing shutoff valve 38. The top of this chamber or trap, in turn, communicates with the intake manifold 3 by way of pipe 40. This pipe 40 preferably extends above tank 15 so that fuel will not run 'bygravity over into the intake manifold 3 even if valve 38 should leak. The pumping chamber 13 connects with the suction pipe 17 through, check valve 18 and to the discharge pipe 14' by means of common pipe 41 which connects with the top of the bell 16. The high level control of pumping is secured in the same manner as that described in connection with Figure 1, that is, by the control of check valve 21 through high level float 22 or other suitable means. The pip e has its lower end turned up as indicated at 42 to-prevent discharge of the contents of the chamber 36 into the pumping chamber 13 during the operation of the pump 12.

The operation of this system is as follows: Assume that the reservoir 15, pump 12' and .float chamber 6 contain insufficient liquid fuel or no fuel. The starter of the automobile is operated to produce a high suction above the throttle valve 9 in intake 3. This draws liquid from the main tank 11 through suction pipe 17, check valve 18,pipe 41, chamber 13,pipe 35 and into the trap 36. As soon as the liquid rises in the trap 36 to the point where it closes the valve 38, the suction is in effective to raise further liquid. After the engine has been turned over sufficiently to raise fuel in this manner, a period of idleness is permitted to intervene with the result that the airpressure in. the intake manifold and pipe 40 rises to substantially atmosphere. This permits the contents of trap 36 to drain back by gravity through pipe 35, chamber 13, pipe '41 and discharge 14 past the check valve 21 into the reservoir 15. From the reservoir 15, the fuel flows by gravity through the pipe 20 into the float chamber 6. This operation of producing a suction in the intake manifold and then permitting the pressure to rise to atmosphere may be repeated until sufficient fuel has been drawn to supply thecarburetor 4 to produce a proper starting of the engine. The liquid fuel thus raised by suction may drain directly into the carburetor instead of into the reservoir. Instead of placing the trap on the engine side ofthe chamber .13 a sultable liquid trap may be placed in the suction connection 17 or 41.

'Theoperation of the pump 12 is substantially the same as that indicated in Figure 1. In this case, the bell 16 serves both as the inlet' and as the discharge for liquid fuel. lVhen the lower end of the bell is uncovered, a slug of liquid will issue out of the bell 16 condensing the vapor and creating a condition of suction in the chamber 13. These pumping impulses are ineffective to cause any change on the liquid level in the pipe 35 or chamber 36 because suction in the intake is always great enough while the engine is running to hold valve 38 to its seat.

The particular form of the pump may be varied within the present invention. For example, I have shown in Figure 3 a depending closed tube or leg 44 from the pumping chamber 13. T o produce a pumping impulse in this case, the chamber 13 is automatically filled with liquid by suction operating through pipe 35 just as shown and described in connection with Figure 2. The leg 44 is automatically filled by gravity and when sufficient vapor has been created in-the closed pipe 44, a relatively Violent discharge of the contents of the pipe 44 occurs. This results i in an expulsion of a part of the contents of chamber 13. When the vapor has expended its force, it will be condensed by the relatively cold liquid which runs into the pipe 44 by gravity. The pumping impulses may be made relatively rapid or slow by suitable proportioning of the size of the leg or closed pipe 44, with respect to the size of the chamber 13.

In Figure 5, I have shown a modification in which the vapor which is formed in the pumping chamber 45 is condensed in a suitable coil or condenser 46 and trapped in a chamber 47 The pumping chamber 45 contains the float valve 48 for closing at high level, the port 49 in the top of the chamber. The intake or suction pipe 17 conducts liquid fuel from the main tank 11 through the check valve 18 into the chamber 45 and from this three way Valve 52 which has a connection 53 leading to the top of the starting chamber 47.

Number 667l824, filed October 11, 1923. The

chamber 45 is placed at such a level with respect to the reservoir 15 that when llquld is drawn by suction into {he chamber 45, 1t may discharge by gravit into the reservoir 15,

- upon the cessation suction between periods is graduated in terms of the level in tank 11 for indicating upon the dash of the Vehicle, the contents of the tank 11. This indicator operates by the differences in level of the tank as is explained in my copending application Serial Number 616,900, filed February 5, 1923.

In operation, the suction of the engine comes through the pipe 54, valve 52, through the coil 46, past the check valve 50 to draw liquid fuel from the tank 11 to fill the chamber 45. When the chamber is filled, the float 48 rises and cuts ofl the suction at port 49. If now, cranking is stopped, atmospheric pressure will prevail in the intake manifold and connected parts permitting liquid fuel to run by gravity from chamber 45 into reservoir 15.

The distillate which is secured from the vapor condensed in coil 46 lodges in the starting chamber 47 and is valuable for starting the engine easily. In this case, it is to be noted that the suction of the engine reaches through the condenser 46 to the valve port 49 and is always available to lift fuel to the chamber 45. In this case, it is the suction of the engine whichfills the chamber 45 for each pumping intake stroke. Suction for this purpose may be created by the condensation of the vaporin the coil-after the air is expelled.

The indicator may be connected to the suction pipe 17 shown in Figures 1 and 2.

In Figure 6, I haveindicated a modification in which I rely upon the fuel stored in the reservoir 15 for priming the chamber 45 and do not provide other means for priming the chamber 45. Furthermore, I do not aim in this construction to conserve the vapor which is formed but condense it through the connection 56 which leads to the bottom of the reservoir 15. The discharge pipe 14 from chamber 45 has'its own check valve 57 and this pipe 1.4 discharges by connection 58 into the bottom of reservoir 15 and into pipe 59 which leads to the carburetor. The check valve 21, which controls the connection between reservoir 15 and pipe 56, is preferably provided with a leak in order to insure riming of chamber 45. The operation 0 this form will be obvious. The vapor which dis charges fuel out through the pipe 14 will tend to enter the pipe 56 and be condensed therein by the liquid which this pipe contains. When the tank 15 is filled, the valve 21 will be opened and the pump 12 will be rendered ineffective. I

In Figure 7, I haveindicated a system in which I employ the pump of my invention merely to circulate-a part of the fuel which passes by gravity from the vacuum tank 60 to the float ch'amber'6 of the carburetor 4.

The pump 12 comprises a chamber 61, having an intake ipe 62 and a discharge pipe 63, controlled y suitable check valves 64 and 65 to determine the movement of the liquid fuel. The chamber 61 contains a float valve 65, controlling a port 66. leading to pipe 67. This pipe 67 is connected to a coil or other suitable condenser 68 which. drains, as indicated, at 69 into chamber 7 O which is adapted to receive the distillate which-is suitable for starting.

An overflow pipe 71 is arranged to discharge any gases or overflow into the float chamber 6. A control valve 72, illustrated in detail in Figure 8, is adapted to control the drawing of liquid fuel by suction from the chamber into the intake manifold 3 for starting.

The chamber 70 has a pipe 73 leading from the bottom of chamber to an axial nozzlc'75 in the plug 76 of valve 72. The pln 76 has a transverse passageway to permit t e entry of air at the opening 7 for starting the engine by means of the volatile fuel which is trapped in chamber 70.

It will now be apparent that fuel which has passed through the pump 12 is warmed for better operation of the carburetor 6 and also to take off the volatile constituents and prepare a suitable starting fuel. The pump 12 is heated by means of a by-pass 78 from the exhaust pipe 2, a suitable control valve 80 being provided to govern the amount of heat supplied to the pump 12.

I do not intend to be limited to shown or described herein.

I claim:

1. In combination an internal combustion engine having-an intake manifold, a starting jet discharging into said manifold, a carburetor for normally feeding fuel to said engine, a heat actuated pumping device havthe details mg a pumping chamber for pumping fuel tosupply said carburetor, aconnection between said starting jet and said pumping chamber for drawing liquid fuel through said pumping chamber when the engine isjstarted.

'2. In combination, an oil engine, a carbureter having a float chamber, a supply tank, a heat operated pumping device comprising a pumping chamber for pumping fuel from the tank to the carburetor float chamber, and common means forpriming the pumping chamber and delivering fuel to the carburetor float chamber by c1 anking of the engine.

3. In combination, a low level tank, a heat operated pumping device comprising a working chamber for raising liquid from said tank and a suction connection to the top of said chamber for priming said chamber by drawing liquid into said chamber directly from said tank.

4. In combination, an internal combustion engine, a supply tank, a heat actuated pumping device comprising a working chamber exvice, a carbureter supplied with fuel by said reservoir, and means to. draw fuel from the tank and into the chamber by engine suction independently of the reservoir.

v 6. In combination, an internal combustion engine, a fuel supply tank, a heat actuated pumping device comprising a working chamber exposed to the exhaust gases of the engine for pumping fuel to feed the engine, a suction line connecting the chamber and the tank, and means to draw fuel from the tank through the suction line and through the chamber by engine suction.

7 In combination, an internal combustion engine of the variable speed type having an intake pipe and an exhaust pipe, a heat operated pumping device having a working chamber subjcctto the heat of the exhaust gases in the exhaust pipe, a main fuel supply tank,

a supply pipe extending from the tank to the working chamber, and a valve connection from the intake pipe to the interior of the working chamber, said valve being opened to apply the suction of the intake pipe to the chamber for drawing fuel from the main tank through the supply pipe and directly into the working chamber.

8. In combination with an internal combustion engine having an exhaust pipe, an intake pipe, a carbureter therefor, a main low level tank, a reservoir for supplying fuel to the carburetor, a heat operated pumping device having a working chamber exposed to the heated gases in the exhaust pipe, a supply pipe from the tank to the chamber, an upwardly facing check valve in said pipe, a discharge pipe leading to the reservoir from the chamber, a check valve therefor, and a valved priming pipe leading from the intake manifold above the carburetor to the pumping chamber to draw liquid directly into the pumping chamber independently of the reservoir for priming the pumping chamber.

9. In a fuel feeding system-for internal combustion engines, a low level fuel supply tank, a heat operated pump comprising a working chamber exposed to the heat of the:

engine for raising-liquid fuel from said tank to feed the engine, and a suction connection from the engine to the pumping chamber for drawing liquid fuel from the low level tank into said working chamber.

10. In combination, an internal combustion engine, a heat actuated pumpin device comprising a pumping chamber or umping 'fuel to feed said engine, and means or priming said chamber by the suction of the engine.

11. In combination, an internal combustion engine, a heat actuated pum ing device comprising a pumping chamber or pumping fuel to feed said engine, and means for drawing fuel through said pumping device for priming said chamber by the engine suction.

12. In combination, an oil engine, a heat actuated pumping device having a'working chamber subjected to the exhaust of the engine for pumping fuel to feed said engine and a connection for drawing fuel through said pumpingdevice for priming said chamber by the engine suction.

'13. In combination, an oil engine, a heat actuated pumping device comprising a working chamber for pumping fuel to feed liquid fuel'to said engine, a connection for drawing fuel through said pumping device for priming said chamber by the engine suction and a valve controlling said connection.

14. In combination, an oil engine having an intake pipe, a throttle valve therein, a heat actuated pumping device comprising a working chamber having a priming connection to the intake pipe above the throttle and operable to draw fuel through said working chamber.

15. In combination, an oil engine having an intake pipe, a throttle valve therein, a heat I actuated fuel pumping device comprising a working chamber, a connection between the chamber and the intake pipe above the throttle for priming the chamber, said connection drawing fuel throu h the working chamber and a valve for closing said connection after the chamber is primed.

16. In combination, an oil engine, a heat operated pumping device comprising a working chamber and means to prime the chamber by cranking of the engine, said priming means drawing fuel through said working chamber.

17. In combination, an oil engine, a carburetor, a supply tank, a heat operated pump- JOHN A. DIENNER. 

